Automatic valve control means



Nov. 21, 1950 w. o. MARTIN AUTOMATIC VALVE CONTROL MEANS 3 Sheets-Sheet1 Filed March 12, 1945 NOV. 21, 1950 w, 0, MARTIN 2,531,286

AUTOMATIC VALVE CONTROL MEANS Filed March 12, 1945 5 Sheets-Sheet 2 inNW! Z 7 26 w {74 H A Nov. 21, 1950 w. o. MARTIN AUTOMATIC VALVE CONTROLMEANS 3 Sheets-Sheet 5 Filed March 12, 1945 iatented Nov.

AUTOMATIC VALVE CONTROL MEANS William 0. Martin, Fort Smith, Ark.,assignor to William 0. Martin, Inc., Fort Smith, Ark., a

corporation of Arkansas Application March 12, 1945, Serial No. 582,339

4 Claims.

My invention relates to means for automatically operating valves and thelike at predetermined distances of travel-instead of at predeterminedperiods of time-of a vehicle equipped with my means; the invention'beingespecially designed to operate the blow-off cocks of a steam locomotiveand to operate or control the valves in the cleaning medium supply linesof the locomotive flue blowers.

My invention has for its object the provision of means whereby theblow-ofl cocks and the flue blowers of a locomotive will beautomatically operated after the locomotive has traveled a preselecteddistance and is traveling at or above a predetermined speed.

As is well known, in order to obtain eflicient and safe locomotiveoperation, it is essential periodically while the locomotive is inoperation to open the blow-off cocks momentarily for the purpose ofdischarging the accumulated sludge or sediment from the bottom of thelocomotive boiler, an operation which at present is manually controlledand therefore depends on the thoughtfulness of the engine crew.

Furthermore, the efficiency and operating cost of a steam locomotivedepends greatly on the clean condition of the heat transmittingsurfaces-namely the flues and flue sheet of the boiler-obtainable bysuitable operation of the flue blowers on locomotives equippedtherewith; an operation likewise manually controlled at present anddepending, therefore, on the engine crew. My invention is designed tosupplement the manual operation or control mechanism and to providemeans designed to automatically perform the functions mentioned, aftercertain preselected distances of locomotive travel and while thelocomotive is operating at or above a predetermined speed, through theoperation of electric-or other suitable medium-controlled valves.

The object and advantages of my invention will be readily comprehendedfrom the following detailed description of the accompanying drawingswherein- Figure l is a diagrammatic view of the rear or firebox end of alocomotive boiler with schematic illustration of blow-01f cock, flueblower, main air reservoir, turbo-generator, water column, and currentconducting lead lines.

Figure 2 is a plan view of the blow-ofi cock and flue blower currentcontrol mechanism, with the top of the housing removed.

Figure 3 is a side elevational view of said housing and mechanism withthe lead lines omitted.

Figure 4 is a detail view of the blow-ofi cock control mechanism.

Figure 5 is a detail view of the flue-blower control mechanism.

Figure 6 is a detail view of a governor type switch control and masterswitch.

My improved means, as previously stated, is especially adapted for usewith a moving vehicle and involves a source of electric current and acircuit, a pair of shafts, one of which is rotated, through the mediumof gear mechanism of predetermined speed ratio, by a wheel or axle ofthe vehicle; the second shaft being provided with a plurality ofprearranged cams of given formation and arrangement; levers withprearranged cam contacting surfaces, said levers having operativerelation with a plurality of secondary switches to affect circuits forcontrolling desired operations after the vehicle has travelledpreselected distances and the first mentioned shaft is revolving at orabove a predetermined speed adapted to control a master switch whichcontrols the circuits of the secondary switches.

My improved means is designed to provide one or more automaticoperations where such operations are desired to be performed from adistance stand point; that is to say, after the power imparting elementhas revolved a predetermined number of revolutions and reached apreselected speed corresponding to a predetermined distance of travel,at which time it is desired that said operation or operations beintermittently performed.

As an exemplification of the adaptation of my invention, I illustrateits application to a locomotive and the operation of its blow-oil cocksand flue blowers.

My means, as exemplified in the drawings, is especially designed for theautomatic operation of the blow-off cocks of a. locomotive and of theflue blowers, where the locomotive is equipped with such blowers.

I proper locomotive operation, it is essential to periodically open theblow-off cocks while the locomotive is in operation for the purpose ofblowing off the accumulated sediment in the boiler. This operation isintended to be performed by the locomotive crew during given distancesof locomotive travel in order to obtain safe and eiiicient operation.Where the locomotive is equipped with flue blowers, it is also desirablethat the locomotive crew place the blowers in operation after thelocomotive has traveled given distances, for the purpose of removing theaccummulated soot and cinders, which impair the heat transmittingefficiency of the flues and flue sheet of the boiler.

In present day practice. both of these operations depend on thethoughtfulness of the locomotive crew and the performance of theoperations after the locomotive has traveled certain distances.

My improved means is designed to eliminate the human factor and toprovide these operations after the locomotive has traveled a preselecteddistance and is traveling at not less than a given speed so as not toreduce the steam pressure or operating ehzciency while the locomotive islaboring under a heavy load or hard pull.

It is also essential that these operations be controlled by the speed oflocomotive travel rather than the element of time so that theseoperations cannot be performed at improper moments, as for example whilearriving at or while the locomotive is standing in a station.

My improved means has been designed to eliminate these objectionablepossibilities and in the particular embodiment disclosed consists of asuitable enclosure or housing 25 adapted to be mounted on the locomotiveunderframe in proximity to one of the locomotiv'e wheels or on the endsof an axle. Mounted on one of the housing walls, preferably on theexterior, is a drive wheel 28which may be frictionally rotated throughcontact witha locomotive wheel; the drive wheel preferably being ofpredetermined diameter. Rotatably mounted in the housing are a pair ofmain shafts 2'5 and 28 which are adapted to be rotated at predeterminedspeeds controlled by gear mechanism of a predetermined speed ratiowhereby the shaft 28 is given one rotation after shaft 21 has or I Asthe exemplfication is designed for the periodicai operation of theblow-off cocks at oppcsite sides of the locomotive and also alternateoperation of a pair of fiue blowers mounted at opposite sides of thelocomotive fire -box, the shaft 28 is shown provided with a multiple ofradially disposed cam action memlzas arranged to come into operativeposition during predetermined degrees of rotation of said shaft 28, inorder that the operation of the blow-off cocks at opposite sides of thelocomotive do not take place simultaneously and that the operations ofboth flue blowers do not occur at the same time nor at the time ofoperation of the blow-oii cocks, as the simultaneous operation of theblow-off cocks and of the flue blowers, not only would place toodiflicult a task on the general electric circuit (also used foroperation of other devices) but would also result in' too great areduction in steam pressure for the normal operation of the locomotiveunder certain conditions,

As previously stated, mai shaft 23 is designed to make one revolution ina predetermined distance of locomotive travel, during which period theblow-off cocks are intended to be twice alternately operated; that is tosay the blow-off cocks are to be operated during each half revolution ofshaft 28, or during one half the preselected distance of locomotivetravel; while the flue blowers are intended to be alternately'operatedat the completion of each single revolution of the main shaft 28.Therefore, shaft 28 is shown provided with a pair of ca'm members 31, 3Tfixedly secured to shaft 28 to extend radially to opposite sides of theshaft 28, as shown in Figure 3, thus causing blow-off operations duringeach half revolution of shaft 28. As locomotive blowoff operationsgenerally consist of a number of momentary or short openings of theblow-off valves, the outer ends of the cam members 31, 3'! are eachshown provided with a plurality of contact points 38, for example threeas shown in Figure 3, with the corresponding cam members 3'! offsetcircumferentially a slight degree from the first mentioned cam member 31in order to stagger the respective contact points of the two cam membersand thereby cause alternate operation of the b1QW,- Qff cocks atopposite sides of the locomotive,

Pivotally mounted adjacent the cam members 3'! and 3'! are pivotallymounted levers 39 and 39 each provided with an ofiset portion or lug 39*with which the cam points 38 are adapted to contact and causeoscillation of the levers which automatically are adapted to return tonormal position, through the usual springs in the secondary switcheswith their respective lugs 39 disposed in the path of the cam points 38.

Arranged adjacent the free end oi each lever 39 and 39 and to beactuated thereby is a plunger 49 of an electric spring switch 48* whosespring not only returns the switch to open position as soon as pressureis released, but also may be employed to move the levers 39, 39 baclg tonormal position.

With the construction shown, the forward point 38 of cam 31 will contactlug 39 and force lever and its associated plunger switch 40 into switchclosing position until the cam point moves past lug 39 of the lever, atwhich time the lever 39 will return to normal position and the plungerswitch will return to open position. The foremost point 38 of cam 3Pwill then contact the Lg 33 of its assocated lever 39 and perform as'milar operation; after which the second and then t e third cam points38 of cams 31 and 3'! v. ill successively come into play and therebyprovide repeated alternate operations of levers 39 and 39 and theirassociated switches.

As the exemplification also is designed for a locomotive provided with apair of flue blowers (one at each side of the firebox) the shaft 28 isshown provided with a pair or cams 4i 4 l adapted to come into play atthe completion of each revolution of sha ft '28; the cams 4i, 4| beingsuitably spaced and preferably ciroumferentially ofiset apredetermineddegree so as to successively come into operative position. Pivotallymounted adjacent thepaths of cams l l and M are levers 42, 32 and eachlever is provided with an offset, portion or arcuate lug 42 ofpredetermined size or width, lengthwiseiy or the lever, so as to remainin operative contact with the cam 41, or 4 I for a predetermined periodof time during rotation of shaft 28. The free end of each lever 42, 42is adapted to contact its respective spring controlled, normally open,plunger switch 43% that is to say, lever 42 is adapted to actuate itsassociated switch 63* after lever 42 and its associated switch 43 havereturned to normal position.

The housing 25, adjacent the end of shaft 21, is provided with anelectric switch, preferably of the spring controlled self opening type,indicated at 44, (which may be termed master switch the locomotive)intended to be connected with an electric or current supply line 44which is arranged in electric relation with the current generator 45, orother suitable source of electric current supply. This so-called masterswitch 44 is arranged in a normally open electric circuit which involvesthe lines or wires indicated at 46, connected with the secondary orplunger switches 40 40 and 43, 43*; and the secondary or plungerswitches in turn in this exemplification are connected or wired tosolenoid valves arranged in the air lines adapted to operate therespective blow-off cocks and flue blowers.

The spring controlled button or plunger of the so-called master switch44 is controlled by the weighted levers or arms of a suitable governorindicated at 41. The governor, which is secured on shaft Zl to rotatetherewith, is adapted to function when the centrifugal force-induced byrotation of the shaft and governor at or above a preselected speedissufficient to overcome the friction of the plunger and the predeterminedspring pressure of the master switch button; the switch being intendedto return to normal open position as soon as the speed of shaft 21 andthe governor 41 drops below the preselected speed and releases pressureon the plunger or pressure memher.

When the master switch 44 is closed, the electrical energy is availableat the respective secondary or control switches. The electrical energyis taken from the master switch 44 by means of wires 46 arranged in aconduit 46 which is connected with the switch box containing the controlor secondary switches; with the outgoing wires 45 from the switch boxleading to various points of operation.

In the exemplification, secondary switch 40 controlled by lever 33 isconnected with the solenoid valve 49 in the air line 5|, leading fromthe main air reservoir 52 to the blow-ofi cocks 53 on the adjacent sideof the locomotive; and the secondary switch 4E) controlled by lever 39is likewise connected with a solenoid valve 49 in an air line leading tothe blow-off cock or valve on the opposite side of the locomotive.

As previously stated, blow-off valves or cocks in railroad practice aremomentarily and alternately operated. In my automatic means this isaccomplished by the prearranged type of lugs 39 on levers 39 and 39 andthe staggered relation of the projections 38 on the cams 31 and 31*,causing alternate operation, from right to left to right to left, etc.,which, in this particular exemplification, results i three momentaryoperations of each blow-off cock in alternating sequence during each tenmile (or approximately) travel of the locomotive.

As the gear mechanism shown is intended to produce one completerevolution of shaft 28 after drive wheel 26 has revolved a predeterminednumber of times-namely in this instance after the locomotive is supposedto have traveled approximately twenty miles, the cams 31, 31 (arrangedto extend to opposite sides of shaft 28) will produce two completeblow-off operations during one revolution of shaft 28, namely duringernor a? sufficiently to overcome the prearranged resistance and springpressure of the so-called master switch operating plunger 44, therebyclosing said switch and establishing communication between the source ofcurrent supply and said secondary or control switches. That is to say,the blow-oil operations will not take place unless the locomotive istraveling at or above twenty miles an hour, in order that the steampressure be not reduced while the locomotive is climbing a grade orlaboring under a hard pull, or while slowly moving into a station.

As the flue blowing operations need not be as frequently performed, theflue blower secondary switches 43 and controlling levers 42, 42 arearranged to alternately provide one operation of each flue blower duringa complete rotation of the shaft 28, namely after the locomotive hastraveled approximately twenty miles; and in View of the nature of thisoperation, the bulges or lugs 42 of levers 42, 42 are somewhat enlargedto hold the respective switches 43 in closed condition for a sufficientlength of time, namely while the locomotive is traveling, for example, adistance of approximately one mile.

With my improved means as heretofore described, automatic operations ofthe blow-off cocks or of the blowers will not take place regardless ofwhether the cams are in contact with the respective switch operatinglevers in what may be termed on position until the speed of thelocomotive is at or above the predetermined speed of say twenty miles anhour or over, thus preventing operations at inopportune moments.Although my improved means is especially adapted for the operationsmentioned, it is apparent that said means may be employed for a numberof automatic operations where the operations are to be performed from astandpoint of distance or at certain speeds instead of from a timeelement standpoint.

I have shown and described my improved means as especially adapted forthe automatic operation, by a suitable medium such as electricity, ofthe blow-01f cocks and the flue blowers of a locomotive, but it isapparent that the inventio-n may be employed for the automatic operationof valves or other elements which are to be operated during certainspeed or distance conditions rather than at certain definite periods oftimes. Furthermore the mechanism within the housing unit may be drivenindirectly from a locomotive or tender axle or wheel or remote controldrive means may be employed and/or mechanically equivalent means,instead of gears. may be employed for rotating the shafts in thehousing; and while the exemplification is believed to be a suitableembodiment of the invention, certain structural modifications andcircuit arrangements may be possible without, however, departing fromthe spirit of my invetntion as defined in the appended claims.

What I claim is:

1. In automatic mechanical control means of the character described, thecombination of a locomotive provided with a source of current sup plyand an electric circuit; a drive wheel of predetermined diameter adaptedto rotate at the speed of one of the wheels or axles of the locomotive;a pair of rotatable shafts, one of said shafts being driven by saiddrive wheel through the medium of gear mechanism of predetermined gearratio, said shaft being provided with a governor controlled plunger; anormally open master switch in said circuit adapted to be closed by saidgovernor controlled plunger whereby the master switch is closed when thelocomotive is traveling at or above a predetermined speed; a train ofgears of predetermined ra'tio operatively intermediate said rotatableshafts whereby the second of said pair of shafts is given one rotationwhen the locomotive has traveled a prearranged distance; said lastmentioned shaft being provided with a plurality of radially disposed andlaterally spaced cams arranged at predetermined degrees apart withcertain of the cams coming into operative position at completion of eachrevolution of said second shaft while the other cams arrive at operativeposition during each half revolution of said shaft and are provided withspaced operating surfaces and said cams brought into operative positionswhen the locomotive has traveled a preedtermined distance; eleverspivotally mounted adjacent saidsecond shaft and provided with camengaging surfaces of prearranged dimensions whereby the length of timeof lever movement is controlled; a plurality of switches adapted to beactuated by said levers when the locomotive has traveled a predetermineddistance and is traveling at or above a predetermined speed, said lastmentioned switch being energized when said master switch is closed.

2. In automatic mechanical means for closing certain normally openelectric circuits at predetermined distances and speed of travel of avehicle, in combination with a vehicle provided with an electric currentsupply, an electric circuit with a master switch, a driving memberadapted to rotate at the speed of rotation of a vehicle wheel or axle; apair of rotatable shafts, one of said shafts being provided with aplurality of longitudinally and circumferentially spaced radiaLydisposed cams, certain of said cams being adapted to come into operativeposition during each half revolution of said shaft, while the I othercams are adapted to come into operative position at completion of eachcomplete revolution of said shaft; a plurality of secondary circuitcontrolling switches; a plurality of levers for successively operatingsaid switches, said levers being tiltably mounted in the paths of saidcams and to be operated thereby; gearing operatively intermediate thedriving member and the other of said pair of shafts whereby the latteris given a predetermined number of revolutions during a prearrangeddistance of vehicle travel; and a governor controlled member operativelyassociated with the last mentioned shaft and adapted to operate saidmaster switch whereby the secondary circuits are energized after thelocomotive has traveled a prearranged distance and is traveling at orabove a predetermined speed.

3. In automatic means for controlling normally open electric switches ona locomotive; a drive wheel adapted to be rotated by and substantia'lyat the speed of a rotating axle or wheel of the locomotive; a housingsecured in proximity to the locomotive axle or wheel; a pair ofrotatable shafts mounted in said housing; driving mechanism intermediatesaid drive wheel and one of said shafts for rotating the latter at aprearranged speed and constituting the drive shaft; an electric circuitprovided with a normally open master switch connected with a source ofelectric current supply and a plurality of normaly open secondaryswitches; gear mechanism intermediate the drive shaft and the other ofsaid pair of shifts; a governor controlled plunger slidably arranged onsaid drive shaft whereby the master switch is closed when the locomotiveand said drive wheel are traveling at or above a predetermined speed; aplurality of cam members, secured on the second mentioned shaft,provided with a prearranged number of radially projecting contactsurfaces, with the actuating surfaces of one set of cam memberscircumferentially staggered with those of the other set of cam members;a pivoted lever operatively intermediate each cam member and eachsecondary switch adapted to be succesively operated by said contactsurfaces during each complete rotation of said cam shaft for prearrangedperiods of time, said levers being adapted to return to normal positionwhen the cams move out of operative position; the speed ratio of saiddrive mechanism intermediate the drive wheel and the drive shaft andbetween said shafts being such that the cam carrying shaft is given onerotation while the governor carrying or drive shaft has made apredetermined number of rotations, thereby causing the levers to bealternately actuated when the locomotive has traveled predetermineddistances and while the locomotive is traveling at or above apredetermined speed.

4. In automatic control means, the combination with a locomotiveprovided with an electric circuit, a source of electric current supplyof a normally open electric master switch; a rotatable shaft driven at aprearranged speed by suitable mechanical means intermediate a drivewheel or drive axle of the locomotive and said rotatable shaft, theshaft being provided with a speed controlled plunger adapted to closesaid master switch when said shaft rotates at or above a predeterminedspeed; a second shaft provided with a plurality of radially disposedcams arranged predetermined degrees and distances apart; gear mechanismof predetermined gear ratio operatively intermediate said two mentionedshafts whereby said second shaft is given one rotation during apredetermined number of revolutions of the locomotive drive wheel oraxle produced by a predetermined distance of travel of the locomotive; aplurality of normally open switch controlled secondary or controlcircuits energized by the first circuit when the master switch isclosed; a plurality of levers for actuating the normally open switchesof the secondary circuits, whereby the secondary circuits will be closedafter said main switch is closed by the speed and distance of travel ofthe locomotive.

WILLIAM O. MARTIN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 145,577 Latourette Dec. 16, 1873633,801 De Castro Sept. 26, 1899 660,318 Sperry Oct. 23, 1900 2,055,031Hutchings Sept. 22, 1936 2,094,757 Smith et al Oct. 5, 1937 2,119,481Frese May 31, 1938 2,140,667 Corsepius et al Dec. 28, 1938 2,393,079Wall Jan. 15, 1946 2,415,886 Jones Feb. 18, 1947

